Internal combustion engine



Dec. 5, 1933. WOQLSON 1,938,272

INTERNAL COMBUSTION ENGINE Filed April 5, 1930 2 Sheets-Sheet l gnum 2 Sheets-Sheet 2 LIUNEL M NUULSUN.

L. M. WOOLSON Filed April 5, 1950 Ill Dec. 5, 1933.

atkozm Patented Dec. 5, I933 UNITED STATES INTERNAL CONIBUSTION ENGINE Lionel M. Woclson, Detroit, Mich, assignor to Packard Motor Car Company, Detroit, Mich, a corporation of Mic igan Application April 5, 1930. Serial No. 441,811-

23 Claims.

This invention relates to internal combustion engines.

The invention has to do more particularly with the starting of engines of the compression-ignition type in which atomized liquid fuel is injected into compressed air and has special reference to the actuation of the fuel injection devices in a manner to provide quick starting of the engine. With one type of engine of this character, atoniized liquid fuel is injected under pressure into compressed air in the cylinders to form the combustion mixtures, the degre cf atomization and pressure being directly dependent upon the crank shaft speed. Therefore, with this type of fuel injection device, the degree of fuel atomization and the pressure at which the fuel is injected become less as the speed of the engine is reduced so that when starting, the fuel is not injected into the compress-ed at a pressure or in an atomized condition conducive to easy starting when the crank shaft is turned over slowly by external power.

An object of the invention is to regulate the timing and condition of liquid fuel injected into compressed air in the cylinders of an internal combustion en ine of the compression-ignition type to promote combustion when an external force is applied to turn the crank shaft in starting.

Another object of my invention is to provide an internal combustion engine, of the compression-ignition type in which fuel is injected directly into compressed air in the cylinders, with mechanism which is directly responsive to the association of starting mechanism with the crank shaft to cause the injection of the fuel at a pressure and in an atomized condition which will assist in quick starting.

Another object of the invention is to utilize the application of a starting mechanism witha compression-ignition internal combustion engine to cause fuel injections at a delayed timing, and an atomized condition and under a pressure such that there will be an adequate intermingling with compressed air in the cylinders to promote quick combustion.

Another object of my invention is to provide an engine of the compression-ignition type with a two-speed fuel injection, the selectiveness of which is determined by the application of a starting device to the crank shaft.

These and other objects of the invention will appear the following description taken in connection with the drawings, which form a part this specification, and in which:

rig. l is a rear elevational view of a nine cylinder radial type of compression-ignition engine, partly broken away and partly in section to show the fuel injector mechanism with the two cams for operating the same arranged in position for regular engine operation;

Fig. 2 is an elevational view showing the fuel injection mechanism cams with the faster cam in effective position and having made one revolution more than in the position shown in Fig. 1;

Fig. 3 is a vertical sectional view of a fragment of the engine showing the injector actuating mechanism arranged in regular running position and the starter associated withthe crank case;

Fig. i is a sectional view takenon line 4-4 of Fig. 3; i

Fig. 5 is a fragmentary view of the crank shaft and associated mechanism in a relation for regular running operation;

Fig. 5 is a similar view with the mechanism in the starting position in which it is placed when the starter is associated therewith;

Fi '7 is a sectional view taken on line 7-7 of Fig. 3;

Fig. 8 is a sectional fragmentary view of the injector mechanism showing a nozzle in detail.

Referring now to the drawings by characters of reference, 10 represents generally the crank case of a compression-ignition type of internal combustion engine from which a plurality of aircooled cylinders l extend'radially, the cylinders being secured in a compression relation against the peripheral wall of the crank case by a pair of compression rings, one of which is indicated at 12. The cylinders are formed with an integral dome 13, and secured upon each of the domes is a head 14. Each of the associated heads and domes are formed with a single Venturi passage 15 leading into theinterior of the associated cylinder, such passages serving as both the air inlet and the exhaust outlet for the combustion chamber between the cylinder domes and the pistons 16 arranged within the cylinders. In order to control the passages 15, there is provided with each a valve 1'7 which is normally closed by a plurality of springs 18 and opened by mechanism including a push rod 19 which extends into the crank case.

diaphragm, or internal wall 20, is arranged within the crank case and is formed with a cen tral opening in which is arran ed a bearing 21 for supporting one end of the crank shaft 22, the crank shaft projecting axially through the crank case. Arranged in substantially a parallel relation to the diaphragm is a detachable rear end wall 23 which closes the open rear end of the crank case, and detachably secured to the rear end wail is a starting device, indicated generally at 24, which is preferably of the inertia type as illustrated in Patent No. 1,739,469, of December 1 3, 1929, to R. P. Lansing. Such starting device is arranged with a reciprocable jaw 25 projecting into the crank case, preferably in axial alignment with the rear end of the crank shaft, so that it can be moved into a driving relation therewith.

The engine illustrated is of the compression ignition or Diesel type and operates on a fourstroke cycle, air charges being drawn into the cylinders through the passages upon the suction strokes of the pistons, during which time the valves 17 are opened. The valves are next closed and the compression strokes occur. During the compression strokes, charges of liquid fuel are injected into the air being compressed at a high pressure and in an atomized condition such that the mixture thereof with the compressed air will form a charge of a character which will be properly prepared for combustion. There is associated with each cylinder a fuel injection device which consists generally of a nozzle portion 26 and a pump portion 27, the nozzle portion being secured-rigidly to the cylinder and arranged to project through the wall thereof so that the fuel charges can be injected directly into the interior of the cylinders.

Each nozzle consists of a barrel 28 having a detachable end 29 extending through the cylinder wall and formed with a conical outlet opening in which the valve 30 is associated. The valve stem 31 is arranged to be moved into engagement with the stop member 33 by a spring 32, and such stop member is adjusted to prevent the valve 30 from entirely closing. The barrel 28 is formed with a laterally extending neck portion provided with a passage 34 leading to the hollow chamber in the barrel through which the valve rod extends. Such nozzle neck is screwed into the casing 35 of the associated pump unit and bears against a ring spacer 36 which maintains the pump barrel 3'! in position within the casing 35, there being a pair of spring-pressed valves 38 associated with the ring member and the barrel to prevent liquid fuel returning to the pump structure from the nozzle structure. A plunger 39 is arranged to reciprocate within the pump barrel and a fuel inlet manifold 40 leads to all of, the pumps, there being a union 40' in the manifold structure associated with each of the barrels, and ports 41 extend through the casing and the barrel to establish communication between the fuel feeding manifold and the interior of the barrel. Such ports are controlled by the position of the plunger so that when the plunger uncovers the ports 41, liquid fuel is moved into the pump barrel and nozzle to completely fill the chambered portion thereof. The pump plungers are moved in their injection strokes by mechanism, which will be hereinafter described, and during such movement they close the ports a1; their stroke after closing such ports determines the quantity of the fuel which is displaced from the nozzle and injected into the cylinders. It will be seen that the speed of the movement of such plungers determines the degree of pressure, assuming that the tension of the springs 32 is predetermined and not adjustable. The effective stroke of the plunger-s forces fuel oil from the nozzles past the valves 31 in a manner such that the fuel charges are directed into the cylinders in a conical-shaped spray. The air inlet passages are formed and arranged so that they cause rotation of the air in the cylinders and such rotation continues during the following compression stroke of the piston, the fuel charges being sprayed into such compressed rotating air charges.

The degree of fuel atomization and the extent of the pressure at which it is injected determines the extent of intermingling of the fuel mixture and, therefore, it is necessary that there be sufficient injection penetration and atomization to cause a uniform distribution of the fuel in the compressed air charges if efiicient engine operation is to result. It is also necessary that the tomization and penetration be of a certain character if combustion is to be attained when the cylinders are cold, as they are when starting. With the type of injection mechanism described, which is operated in accordance with the crank shaft speed, there is difficulty experienced when starting to produce a sufficient pressure behind the fuel charges through the normal slow movement of the fuel pumps to cause sufficient atomization and penetration to produce a mixture which will be properly mixed to result in combustion.

This invention has to do particularly with the method and mechanism for injecting fuel when starting a compression-ignition type of engine, in an atomized condition and at a sufficient pressure to cause an intermingling with the compressed air in the cylinders such that ignition will readily result when the crank shaft is being slowly turned bythe application of a starting device. To this end, I utilize the regular fuel injecting mechanism he running operation of the engine and provide an auxiliary actuating mechanism therefor which is effective only during the application of the starting mechanism for turning the crank shaft. This auxiliary actuating mechanism is effective automatically through the association of the starting device with the crank shaft and is automatically caused to be ineffective when the starting device is released from the crank shaft and at the same time the regular actuating mechanism is made ineffective. In carrying out such invention, I propose that the liquid fuel charges will be injected during the turning of the crank shaft by the starting device at a pressure which will cause the fuel to penetrate substantially to the center of the cylinder and in a finely atomized condition so that one rotation of the compressed air in the cylinder will cause a uniform distribution therein of the finely atomized liquid fuel.

Under normal running operation, crank shaft actuated mechanism is provided for causing the pump plungers to move in their injection strokes, and such mechanism is returned to a position causing uncovering of the ports 41 by coil springs m. A fuel plunger push rod 43 extends through the crank case and has associated therewith a lever a l which is pivotally connected with a link 45 carried by a regulating ring 46 arranged within the crank case. The ring i6 can be rotated through the association of a tooth segment 47 with a rack 48 which is fixed to the ring, the segment being rotated by means of the shaft 48' which is actuated through suitable mechanism connected with the lever 49. Associated with each of the levers 44 is a slipper or rock lever, as shown at 50, 51 52, each being carried by a shaft 53 supported by the diaphragm and the rear casing cover 23. The free end of the rock levers are formed with a curved groove in which the associated lever 44 is adjustably associated by means of the ring 45 and the connecting links 45, so that upon movement of the levers 44 lengthwise cf the slippers, the effective stroke of the pump plungers can be simultaneously adjusted. Arranged interiorly of the pivoted slippers 51 for actuating the same, to cause an injection stroke of the pump plungers, is a cam 54 which is provided with four lobes 55, 56, 57 and 58. Such cam is provided with an internal gear 59 with which the gear 80 meshes, such gear being mounted integrally in the same shaft with the gear 61 which is arranged adjacent the end wall of the casing 23. Meshing with the gear 61 is a gear 62 which is driven with and at crank shaft speed. This arrangement of gearing, just described, is related so that rotation of the crank shaft will cause rotation of the cam 54 in an opposite direction to the rotation of the crank shaft and at one-eighth the speed of rotation thereof. The rotation of the cam 54 is such that upon each two revolutions of the crank shaft, the lobes 55, 56, 5'7 and 58 will cause one actuation of each of the nine slippers associated with the fuel injection.

The cam 54 is also provided with a series of lobes for actuating slippers 71, mounted on the shafts 53, with which the valve push rods 19 are associated so that during the suction and exhaust strokes of the pistons, the valves are held open.

As before stated, I have found that with the fuel injection mechanism described, sufficient penetration of the compressed air charges and a desirable atomization of the fuel is attained during running operation to result in combustion by compression suitable for efficient operation, but when the crank shaft is being turned by an auxiliary source of supply such as a starting device, the rotation is so slow that the resulting action of the fuel injection mechanism will not cause suflicient pressure to be exerted against the fuel charges to cause the necessary penetration of the air charges and the proper atomiza tion to support combustion. In order to secure this necessary fuel pressure and atomization and to inject it at a time during the compression when the best efficiency will result, I provide an auxiliary mechanism for actuating the slippers which are associated with eachof the injection devices, and to this end I provide each of the fuel mechanism slippers with an extended portion 72 so that they can be actuated by a single lobe carn-73 which is arranged to be driven at crank shaft speed when the starting device is in operative association with the crank shaft. This earn, running at crank shaft speed, will move eight times as fast as the regular fuel actuating cam 54 and consequently will cause a faster stroke of the pump plungers thus resulting in a much increased pressure and atomization over that which would be attained with the cam 54 at such crank shaft rotation. In addition, the cam '73 is arranged to cause aninjection stroke of the plunger at a later time in the compression stroke than that caused by the cam 54. The cam 73 is preferably arranged to cause fuel injections just shortly before the pistons reach the top of their compression strokes, while the cam 54 is preferably arranged so that the fuel injections occur between a range of forty to twenty degrees of crank shaft rotation prior to the time that the pistons reach the top of their compression strokes. I have found that when starting this delay in the timing, and the provision of a pressure behind the fuel which will cause a substantial peneration of the compressed air charges in a well atomized condition materially assists in the starting of engines, of the character described, as very little turning of the crank shaft is required to result in combustion.

The rear end of the crank shaft is formed with a hollow recess 74 into the rear end of which extends a hollow sleeve '75 which carries the gear 62 on its projecting end. Another hollow sleeve 76 extends into the hollow end of the crank shaft and interiorly of the sleeve 75, such sleeve 76 projecting rearwardly of the sleeve '75 and being formed at its end with jaws 77 with which the jaw portion 25 to the starting device 24 is arranged to cooperate. In order to secure the sleeves 75 and '76 against relative axial displacement, I provide a groove '75 in the sleeve 76 and slots 76 in the sleeve 75 in which the keys 77 extend, thus the sleeves can rotate relatively. The sleeve 76 is provided with similar diametric slots '78 extending angularly of the axis, while the sleeve 75 is provided with similar diametric slots 79 extending angularly of the axis and in an angular direction opposite to that in which the slots '78 extend, and a pin 80 projects through such slots in the two sleeves. The rear end of the crank shaft is provided with diametric axially extending grooves 81 into which the ends of the pin 80 extend. A coil spring 82 is arranged within the hollow portion in the rear end of the crank shaft, and in advance of the sleeves 75 and 76, and bears against a carrier member 83 which has an extended portion projecting interiorly of the sleeve 76 and through which the pin 80 extends.

Viewing the engine from the rear end, the crank shaft turns in a clockwise direction, therefore causing the cam 73, which is keyed'at 85 to the crank shaft, to turn in a clockwise direction and driving the cam '54 through the gears 62, 61, 60 and 59 in a counter-clockwise direction. The cam 54 is rotatably mounted upon the extended hub portion of the cam 73, and a retainer 86 is screwed upon the end of the crank shaft to secure the cams and the sleeve 75 axially in position on the crank shaft. Normally, the starter device is disconnected from the sleeve 76 and the cam 54 is driven at one-eighth crank shaft speed so that the lobes 55, 56, 57 and 58 will actuate the slippers, as indicated at 50, 51 and 52, associated with the pump actuating mechanism to cause a fuel injection in the cylinders in the order 1--3-5-'l92-4-6-8, there being one fuel actuating operation of each injecting mechanism upon two revolutions of the crank shaft. Under such circumstances, the spring 82 exerts suiiicient pressure against the carrier member 83 to hold the pin 80 axially of the crank shaft in its extreme rearward position, as shown in Fig. 5. When the sleeves 75 and '76 are in such relation with the crank shaft and each other, the fuel mechanism actuating lobes on the cam 54 will cause an injection stroke of the plunger actuating mechanism in a range extending between forty to twenty degrees before the top compression stroke of the piston. As the cam '73 is angularly associated with the crank shaft so that the lobe thereon is timed to cause a fuel injection stroke of the pump actuating mechanisms at approximately ten degrees before the pistons reach the top of their compression strokes, only thecam 54 is normally effective. The lobes on both cams are of a sufficient length so that one cam will shield the other from eifective actuating relation with the slippers when the other is in effective relation. It will be observed that under such circumstances, due to the relative rotation of the cam '73 with respect to the cam 54, the single lobe of the cam 73 will always reach an effective position, relative to the actuating slippers, after they have been raised and are being held in raised position by the lobes on the cam 54 thus making the cam 73 ineffective.

When the engine is to be started, the starter jaw 25 is moved axially into engagement with the jaws 77 of the sleeve '76 so that rotation will be imparted from the starting device to such sleeve. The axial grooves 81 in the end of the crank shaft will permit the pin to move rearwardly therein without affecting rotation of the crank shaft when the starter is applied and first rotates the sleeve '76. This axial movement of the pin 80 will cause rotation of the sleeve 75 relative to the crank shaft due to the relation of the pin with the angular slot 79, as shown in Fig. 5. Such rotation of the sleeve 75, which changes the angular relation thereof relative to the crank shaft, will place the cam 54 in a retarded position relative to its normal running position, as during this movement of the sleeve '75 the gear 62 will drive the intermediate gears 61, 60 and 59. The turning movement of the sleeve 75 relative to the crank shaft during this operation is designed to be such that the cam lobes 55, 56, 5'7 and 58 will be ineffective and placed in a relation such that they will pass under the slippers while they are riding on the lobe of the cam '73 and when the pistons are at substantially the top center position of their compression strokes, as shown in Fig. 2. When the pin 80 reaches the front end of the axial grooves in the crank shaft, due to movement therein by rotation of the sleeve '7 6 when starting, there will be formed a positive driving connection which secures the sleeves '75 and 76 in a positive relation with the crank shaft so that they are all rotated together by the starting device.

When the starting device is thus rotating the mechanisms, the fuel injection devices are actuated by the cam 73 running at crank shaft speed, which is eight times faster than the rotation of the lobes on the cam 54, and under such relatively slow rotation the speed at which the mechanism is moved on its injection stroke is several times as fast as it would be if the cam 54 were effective. This faster movement of the fuel injection devices will cause the fuel to be injected at a pressure which will penetrate a substantial distance into the air charges rotating in the cylinders and in a finely atomized condition, which together with the retarded timing, delayed to substantially the highest compression, will result in the formation of a fuel mixture which is readily ignited by the heat of compression because it is better atomized, more uniformly mixed with the air, and injected during substantially the highest degree of tem perature reached in the cylinders during the air compression strokes.

The lobe on the starting cam 73, which moves clockwise, is provided with a gradually increasing rise 99 so that the pump plungers will be moved to the effective portion of their stroke prior to the engagement with the cam face of the lobe which causes the fast action. This arrangement is of material benefit in reducing the impact which would otherwise be imparted to the fuel actuating mechanism if the cam actuating face rose more sharply from the base circle.

When the engine has started to operate under its own power, the crank shaft will overrun the starter jaw 25 and the spring 82 is of sufficient strength to force the carrier 83 and the pin 80 to their rearmost position relative to the crank shaft whereupon the cam 54 is restored to effective position for actuating the fuel injection mechanism slippers and is in its regular running position as heretofore described. The rearward movement of the pin 80 causes angular movement of the sleeves 76 and 75 relative to the crank shaft so that in this manner regular running operation automatically takes place.

It will be seen that the application of the inertia starter causes a delayed timing of the fuel injection and makes effective a faster fuel injection than would be present if the regular fuel cam 54 were in operation. Delay in the timing and faster fuel injection is of material benefit in the quick starting of a compression-ignition type of engine. It will also be seen that as soon as the engine is running under its own power that the regular cam is restored to effective position which speed is sufficient to cause a desired fuel pressure and atomization. It will be seen that the two cams are rotated with the crank shaft at different speeds and that due to the timed relation of the lobes they serve to shield one another from actuating the associated slippers depending upon which is effective.

While starting the engine, as above described, it will be noted that the cam 54 has been rotated in a manner to charge its angular position on the crank shaft approximately forty degrees so that the lobes for actuating the fuel injection devices will pass beneath the rock levers 23 after they have been raised by the cam 7 3 which is effective shortly before the pistons reach top center on the compression strokes. Such shifting of the cam 54 will place the air valve actuating lobes '70 in a retarded position during the application of the starting device to the crank shaft so that closing or" the valves is delayed beyond the time at which they close when the engine is running under its own power, thus allowing the escape of a portion of the air charge which will thus automatically reduce the degree to which the mixture charges are compressed when the engine is being started. Such lower compression of the mixture charges decreases the power required to turn the crank shaft and with the delayed fuel injection eliminates any tendency to back-fire. It will thus be seen that in starting, the application of the starting device to the engine reduces the degree to which the mixture charges will compress but increases the degree to which the air charges are compressed prior to introduction of liquid fuel, delays the time of the injection of the fuel charges, and increases the pressure at which the fuel is injected relative to that which would result at the same engine speed with the mechanism effective as when running under its own power. All of these conditions, just outlined, are of material assistance in promoting ease in starting an engine of the character described.

While I have herein described in some detail I.

a specific embodimentof my invention, which I deem ,to be new and advantageous and may specifically claim, I do not desire it to be understood that my invention is limited to the exact details of the constructionas it will be apparent that changes may be made therein without departing from the spirit or scope of my invention.

I What I claim is:

1. In an engine, in combination, a liquid fuel injection device, a pair of mechanisms for actuating said device operating at relatively different speeds, the slower mechanism being normally effective, a starter device adapted to be associated toactuate the engine, and means actuated by the application of the starter device to the engine causing the faster mechanism to be effective to actuate the injection device.

2. In a radial engine, in combination, a plurality of fuel injection devices, a pair of adjacent cams rotated by engine operation, said cams having lobes on their periphery moving in adjacent planes and in a relation such that the eifective one maintains the devices out of the, path-of movement of the lobes of the other, means for shifting one of the cams out of effective position, and resilient means opposing the shifting of said cam.

3. In a radial engine, in combination, a plurality of fuel injection devices, a pair of cams rotated during engine operation, said cams having lobes moving in parallel planes effective to actuate the injection devices, means for normally maintaining the cams in an angular relation causing the effective cam to shield the ineffective cam from the fuel injection devices, shifter means for one of the cams, and a starter device for the engine, the association of the starter with the shifter means and the consequent actuation thereof moving the normally eifective cam into following relation with the other cam.

4. In a radial engme, in combination, a plurality of fuel injection devices, a pair of cams driven from the engine at different speeds and in parallel planes effective to actuate the injection devices, means maintaining the slower cam in a relation to actuate the injection devices and to retain them out of the effective path of the other cam during operation of the engine under its own power, and means for maintaining the faster cam in a relation to actuate the injection devices and to retain them out of the effective path of the slower cam during cranking of the engine;

5. in a radial engine, a plurality of fuel injection devices, a crank shaft, cams carried by the crank shaft, one of said cams being keyed to the crank shaft, gearing for rotating the other cam from the crank shaft at a reduced speed, a connection between the crank shaft and gearing permitting a limited movement of the gearing relative to the crank shaft, means normally maintaining the connection in a position to place the slow cam in effective position to actuate the injection devices, a member engaging the connection, and a starter engageable with the member for turning the connection and the crank shaft, the connection being movable by the application of the starter relative to the crank shaft to move the slow cam angularly to ineffective position.

6. In an internal combustion engine, a crank shaft, a crank shaft jaw extension, a gear sleeve intermediate the extension and crank shaft, a pair of cams having lobes related so that one cam leads the otlier and shields the same, oneof the cams being keyed to the crank shaft and the other cain being driven at reduced speed from the gear sleeve, a plurality of fuel injection devices arranged to be actuated by either of said cams, said extension and sleeve having oppositely disposed slots therethrough extending angularly to the axis, said crank having axially ext nding grooves adjacent the slots, a pin extending through the slots in the sleeve and extension and projecting into the crank shaft grooves, and means normally maintaining the pin at one end of the grooves slots placing the slow cam in effective relation with the injection devices, the pin being moved to its opposite extreme pos ion axially of the shaft when the crank shaft extension is rotated by the application of power to the extension and moving the slow cam into ineffective relation.

'I. In an internal combustion engine, a crank shaft having a hollow end, said hollow end having diametrlc axially extending grooves therein, a

sleeve extension projecting from the hollo v end of the shaft and having a jaw at the extremity and diametric slots extending angularly of the axis, a drive sleeve intermediate the crank shaft and sleeve extension projecting from the end of the crank shaft, said drive sleeve having diametric slots extending angularly of its axis at an angle to the slots in the jaw sleeve, a pin extending through the slots in the sleeves and projecting into the axial grooves in the crank shaft, a coil spring in the hollow shaft normally moving the pin to one extreme position relative to the crank shaft, a pair of cams related so that the leading one masks the other, one of the cams being keyed to the crank shaft and the other rotated at reduced speed from the driving sleeve, and fuel injection devices actuated bythe cams, the keyed cam being ineffective to actuate the devices when the pin is in the outer position and effective to actuate the devices when the pin is moved to its inner position.

8. In an internal combustion engine, a crank shaft having a hollow end, said hollow end having diametric axially extending grooves therein, a sleeve extension projecting from the hollow end of the shaft, said sleeve havin a jaw at the extremity thereof and diametric slots extending angularly of the axis, a drive sleeve intermediate the crank shaft and sleeve extension projecting from the end of the crank shaft, said drive sleeve having diametric slots extending angularly of its axis and of the slots in the jaw sleeve, key members for retaining said sleeves together axially, a pin extending through the slots in the sleeves and projecting into the grooves in the crank shaft, means normally maintaining the pin in one extreme relative position, a pair of cams arranged sothat the leading one masked theother, one of the cams being keyed to the crank shaft and the other cam being rotated at a reduced speed from the driving sleeve, and fuel injection devices actuated by the cams, the keyed cam being ineffective to actuate the fuel injection devices when the pin is in its outer position and effective to actuate the fuel injection devices when the pin is in its inner position.

9. In an internal combustion engine of the compression-ignition type comprising cylinders, pistons in the cylinders, air valves for the cylinders, means for operating the air valvesjfuel injection means for the cylinders, and means automatically affecting thevalve operating means and the fuel injection means during starting to cause a delayed valve closing and late injections during the compression strokes of the pistons. l

10. In an engine, a liquid fuel injection device including a pressure producing .means, mechanism for actuating the pressure producing means including a pair of cams driven at relatively different speeds by the engine and angularly adjustable so that the advance one will mask the other, and meansadapted to adjust the mechanism and thereby change the angular relation of the cams so that either one will lead.

11. In an engine, a liquid fuel injection device including pressure producing means, engine driven mechanism for actuating the pressure producing means including a pair of cams adapted to rotate at two different speeds one of which is a multiple of the other and angularly adjustable so that the leading cam masks the follower cam, and adjustable mechanism f0 rotating the slower cam including means for changing the angular position of the slower cam whereby it leads or fo ows the faster cam.

12. In an engine, a liquid fuel injection device including a plunger, mechanism associated to operate the plunger, a pair of engine driven cams having lobe means associated to actuate the mechanism and individually cause complete injection strokes of the plunger, one of said cams being shiftable into an advanced or retarded position relative to the other cam whereby its lobe means will shield or be shielded by the lobe means of the other cam member with respect to the plunger operating mechanism, and means for adjusting said shiftable cam to move it into advanced or retarded position relative to the other cam.

13. In an engine, a liquid fuel injection device including a pressure producing means, and mechanism for actuating the pressure producing means including a pair of cams driven from the engine at relatively different speeds and angularly disposed so that the leading cam masks the other cam, the slower driven cam being adjustable angularly relative to the other cam.

14. In an engine, a liquid fuel injection device including a pressure producing means, and mechanism for actuating the pressure producing means including a pair of cams driven from the engine at relatively different speeds and angularly disposed so that the leading cam masks the other cam, the slower driven cam being adjustable angularly to lead, or follow the other cam.

15. In an engine, a liquid fuel injection device including a pressure producing means, mechanism driven by the engine crank shaft for actuating the pressure producing means including a pair of cams angularly disposed so that the leading one masks the other, mechanisms for rotating the cams at relatively different speeds, and control 'means associated with the mechanism for driving the slower cam to regulate the angular relation of such cam relative to the faster driven cam to place on or the other in effective position to actuate the injection device.

16. In an engine, a liquid fuel injection device including a plunger, mechanism connected to actuate the plunger, a single lobe cam rotated with the engine crank shaft for actuating the mechanism to cause plunger injection strokes, a plural lobe cam rotated by the engine for actuating the mechanism to cause plunger injection strokes, said single lobe cam being rotated at a multiple speed relative to that at which the other cam is rotated, the leading cam shielding the other cam from the plunger actuating mechanism, and means for shifting the multiple lobe cam angularly so that it rotates in a leading position or in a following position.

1'7. In an engine, a liquid fuel injection device including a pressure producing plunger; mechanism for actuating the pressure producing plunger including a pair of cams driven at relatively different speeds from a rotating part of the engine, the leading cam masking the other cam; and means for shifting the slower driven cam into leading or following relation relative to the faster driven cam.- V

18. In an engine, in combination, a liquid fuel injection device, a pair of cams selectively effective to actuate the injection device, mechanisms for driving the cams at different speeds relative- 1y, means associated with one of said mechanisms for shifting the relation of the cam driven thereby relative to the other cam, and a starting device for the engine engageable with said means,

the application of said starting device to said means shifting the respective cam angularly.

19. In an engine, in combination, a liquid fuel injection device, a pair of mechanisms for selectively actuating the device, spring means placing one of the mechanisms in effective relation with the device and the other mechanism in ineffective relation with the device, means associated with one of said pair of mechanisms for shifting its relation with respect to the other mechanism, and a starter device adapted to engage said means, the operation of the starter device when applied to saidmeans causing shifting of the associated mechanism relative to the other mechanism.

20. In an engine, in combination, a liquid fuel injection device, a pair of mechanisms driven by the engine for actuating said device under different timing, means connected with one of said mechanisms for shifting its relation relative to the other mechanism to place the later timed mechanism in effective position with the device, and a starter device engageable with said means, the operation of said starter device moving said means to shift the associated mechanism to place the later timed mechanism in effective position.

21. In an internal combustion engine, a crank shaft having a hollow end, a sleeve extension projecting from the hollow end of the shaft and having a starter jaw at the extremity, a drive sleeve intermediate the crank shaft and the sleeve extension, said drive sleeve projecting from the end of the crank shaft, connecting means associated with said sleeve and the crank shaft, said connecting means being axially movable relative to the sleeve to change the angular relation thereof with respect to the crank shaft, a carrier for the connecting means arranged in the hollow end of the shaft, a coil spring in the hollow end of the shaft for normally maintaining the carrier in a direction toward the end of the crank shaft, a pair of cams related so that one leads and masks the other, one of the cams being keyed to the crank shaft and the other cam being rotated at a reduced speed from the driving sleeve, fuel injection devices arranged to be actuated by the cams, and means for shifting the connecting means axially of the crank shaft, the keyed cam being ineffective when the carrier is at one extreme position of its movement and effective when the carrier is at the other extreme position of its movement.

22. In an engine, in combination, a liquid fuel injection device, a pair of engine rotated cams for actuating said device, said cams rotating at different speeds relatively and the slower cam being normally effective, a starter device for actuating the engine, and means actuated by the application of the starter device thereto causing the faster cam to be effective to actuate the injection device.

23. In an internal combustion'engine of the compression-ignition type, a pressure device including a plunger for injecting charges of liquid fuel into compressed air charges in a combustion space, a cam for causing effective injection strokes of the plunger, a crank shaft, an axially fixed starting jaw rotatably associated with the crank shaft, and mechanism intermediate the crank shaft and the cam including reduction gearing, said starting jaw being connected directly with said mechanism.

LIONEL M. WOOLSON. 

